Versatile remote control system for starting motor vehicles



Feb. 26, 1963 R. o. WRIGHT VERSATILE REMOTE CONTROL sYsTEM FOR STARTING MOTOR VEHICLES 5 Sheets-Sheet 1 Filed July 5, 1960 O O O O O OOOOO OOO O 00000 Lamai mQmm. m.

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REX O. WRl T BY @y H ATTORNEY Feb. 26, 1963 R. o. WRIGHT 3,078,834

vERsATTLE REMoTE CONTROL SYSTEM FOR STARTING MOTOR VEHICLES rlled July 5, 1960 5 Sheets-Sheet 2 RC-C FIGURE 29 CIRCUIT CONTROL EXHAUST FAN SELECTER SWITCH CAB CA2 CAI IN VEN TOR.

REX o wRlGH HIS T oRNEY STEPPING COI L Feb. 26, 1963 R. O. WRIGHT VERSATILE REMOTE CONTROL SYSTEM FOR STARTING MOTOR VEHICLES 5 Sheets-Sheet 3 Filed July 5. 1960 STARTER INVENTQ. REX o. WRIHT CHOKE SOLENOID SOLENOID HEATERS ELERATOR GEN LOAD SIDE T5`3 1234567 am FIG.2A

Feb. 26, 1963 R. WRIGHT vERsATTLE REMO E CONTROL SYSTEM FOR STARTING MOTOR VEHICLES 5 Sheets-Sheet 4 Filed July 5. 1960 PROGRAM FIG.ZB

T IM ER INVENTOR.

REX O. WRIGHT BY 4% WMM HIS ATTORNEY Feb. 26, 1963 R. o. WRIGHT vERsATILE REMOTE CONTROL SYSTEM FOR STARTING MOTOR VEHICLES Flled July 5, 1960 5 Sheets-Sheet 5 --mV--f-l l cspl 'III N P l ENGINE OF CAR NO 2 ENGINE 0F CAR PL l No' I INVENTOR.

REX @WRIGHT usf ORNEY United States llatent aefassa vnnsnrrrn nnrvrorn contraer srsrnrvr non smarrito Moron ventures ner o. wright, 97s w. sin s., san Lane Cay, Uran anni any s, ieee, ser. No. @asse a claims. (ci. ias-mire) This invention relates to electrical systems for starting by remote control one or a number of motor Vehicles and, more particularly, to a new and improved system of the type described which provides for remote operation, automatic or manual, of a complete series of controls for remotely taking the automobiles or other motor vehicles involved through respective, complete starting cycles under a variety of operating conditions.

Accordingly, an object of the present invention is t provide a new and improved, remote control system for starting motor vehicles.

A further object of the present invention is to provide a remote control electrical system of the type described wherein a complete operation of the entire starting cycle of each motor vehicle connected to the system is provided for, and this under a variety of operating conditions as hereinafter set forth.

The features of the present invention which are believed to be novel are set forth with particularity in the appended claims. The present invention, both as to is organization and manner of operation, together with further objects and advantages thereof, may best be understood by reference to the following description, taken in connection with the accompanying drawings in which:

FIGURE l is a fragmentary View, partially broken away for purposes of clarity, of the system shown conuected from a home or factory, for example, to an automobile in an adjacent garage.

FGURE 2 is a schematic diagram of the principal portion of the control panel of the system.

' FIGURE 2A is a schematic diagram of that portion of the system which is included in an automobile adapted for connection to the system wherein the internal combustion engine is shown in schematic, fragmentary View, to wit, illustrating the ignition, carburetor, generator, etc., thereof.

FIGURE 2B is a continuation of the control panel schematic of FIGURE 2.

FlGURE 2C is a schematic diagram of the junction box which is interposed between the FGURE 2A circuit and the FIGURE 2 circuit.

FIGURE 2D is a schematic diagram ofthe circuit which is inserted in the junction box circuit of the system when a plurality of cars (the engines of which are illustrated in schematic, block. form) are to be operated by the system.

ln FlGURE l the control panel of the system is shown connected by its control cable to automobile A by means of control cable plug PL. The automobile A is disposed in a garage G whereas the control panel itself may be mounted inside of a residence or factory at RF.

At the outset consider that there is but one automobile to be controlled. In this event, the complete schematic of the system will include FlGURE 2 plus FIGURE 2B (complete control panel schematic), the junction box for the control panel as shown in FIGURE 2C, and the schematic in FIGURE 2A relating to the electrical circuit of the motor vehicle itself. The control panel will be considered first, and reference is now made to FlGURES 2 and 2B.

In FIGURE 2 input plug lil is adapted for coupling to a conventional source of alternating current for supplying power to the over-all system except for the pre-heater circuit, hereinafter described. lnput plug l1 supplies power to the pre-heater circuit so as to afford therefor alternating current power in a manner which is independent from the circuit associated with plug lt?. Of course a multiterminal plug could be used instead of two separate plugs. lt will be observed that the ground or neutral associated with the circuit of plug ll will be independent from the ground or neutral of plug lil. The reason for the provision of the independent circuits is to accommodate the increased power requirements of the pre-heaters of the system and also to avoid the dangers of shorting. lf the design of the pre-heaters is such as to render the same of low power consumption, then the two circuits may be combined, assuming of course there is no feed back, shorting or other problem. ln summary, it may be stated that the auto-starter system of the present invention may be designed for adaption to any situation and condition present.

As seen in FIGURE 2, lead 12 is connected to prong B of plug lil and to terminal I9 of the terminal strip 'ES-1. Lead i3 is connected to terminal 19 of terminal strip TS- l and to terminal A of on-olf switch S-S. Lead ld is connected to terminal B or the on-olf switch S-3 and to terminal A of fuse F-l. Terminal B of fuse F-l is connected to lead i5, the same running to terminal D of transformer T-l. Lead lo is connected to terminal D of transformer T-l and to terminal d of switch 8 1. Jumper 17 connects terminals S and 6 of switch S-l. Lead 1S is connected to terminal 6 of switch S-l and leads to the junction terminal which is designated as PT-l as found in the dotted-line box designated as the FlGURE 2B circuit (see FIGURE 2B of the drawings). It will be seen with reference to FIGURE 2B that lead 19 is connected to the terminal PT-l and leads to terminal A of Contact arm Ztl of the program timer 25. To this terminal A is connected lead 2l which leads to terminal A of the program timer motor designated as 22. Lead 23 is connected to the contact arm 24 of program timer 2S and also to junction terminal 4. Lead 26 is connected to junction terminal i of the program timer and to terminal A of the tube-type time delay relay TDR-3 in FIGURE 2B. Lead 27 is connected to this terminal A of relay TDR-3 and leads to terminal D of relay TDR-3, being a jumper wire. Lead 28 is connected to terminal D of relay TDR-3 and to the contact arm 29 of stepping relay SFr-2.

Reverting back now to terminal A of time delay relay TDR-3, it will be seen that there exists another lead which is designated as 3i) and which is connected to terminal A of relay TDR-3 and also to terminal A of microswitch MS-7. As is shown, microswitch MS-7 is of the normally closed type switch. Lead 31 is connected to terminal A of microswitch MS-7 and terminal A of cam motor M-4. Lead 32 is connected to terminal A of cam motor M-4 and also to terminal E of relay RB. Lead 33 is a jumper wire and is connected to terminal E of relay RB and also to terminal C `of the same relay. Lead 34 is connected to terminal C of relay RB and terminal B of relay RC as shown.

Lead 35 is connected to terminals B and D of relay RC. As is seen, relay RC is a double-pole single throw type relay both sides of which are normally open. Lead.

36 is connected to terminal D of relay RB and to winding terminal E of relay RC.

As is shown, prong A of plug 1i) is maintained at a ground or neutral potential. `Prong B shall be considered as connected to the hot side of the circuit. By virtue of that portion of the circuit which has been described thus far, it will be Seen that the voltage impressed upon prong E (relative to prong A) of input plug l0 is carried to terminal D of transformer "lll, to terminal 3 of switch S-l, to terminal A of motor 22, through contacts Ztl and 24 to terminal A of the normally closed, time delay relay TDReS, to terminal D thereof, to arms 29 and 6d of step-ping relay SR-Z, and through microswitch MS--7 (which is normally closed) to the two v relays RB and RC.

Lead 37 is connected to terminal B of microswitch MS-7 and to terminal A of relay RB. Lead 38 is connected to termin-al F of relay RB and to terminal A of switch S- which is a manually-operated switch. Lead 39 is connected to terminal B of switch S-S and terminalv D of relay RA. Relay RA is now energized and, it being understood that the terminalsvRA-A and RA-B in FIGURE 2A are Yidentical with the same terminals, respectively, in FIGURE 2B, that lead 40 (connected to prong A of plug 11) will supply power through the contacts of relay RA to` energize transformer T-Z (so as to light pilot light P- to indicate that the pre-heaters are` on) and return-via lead 44 through terminal 17 of terminal strip TS-l to pre-heaters PRE including head bolt heater HH. The remaining side'of the pre-heaters (mounted wit-hin the -automobile engine well) PRE and headboltvheater (mounted in the automobile engines head or block) HH is maintained at ground potential through terminals 18 back to prong A of plug 1t) in FIGURE 2A. The individual pre-heaters of the unit PRE are designated PH-I, PII-2, PII-3, and PII-4, respectively, each yhaving terminals A and B as shown. All of the pre-heaters are connected together in parallel by jumpers 49, Si?, 51, 59, 65 and'dl as shown. Leads 52 and 62 shunt the headbolt heater HH across the preheaters PRE.

Lead 63 connects terminal C of the time delay relay TDR-3 to terminal A of switch S44, the latter being a manually-operated switch on the` control panel. Lead 64 is connected to terminal B of switch 8 14 and also to terminal A of the stepping coil 65 of stepping relay StR-2. When current flows through the circuit (hereinbefore described), current will also liow through lead 27 to terminal D of relay TDR3 and through lead 2S to contact arms 29 and 66 of stepping relay SI1-2. Cur-l rent also ows across terminals C and D of time delay relay TDR-3 and through lead 63, switch S14, and lead 64 to terminal A of the stepping coil of stepping relay SR-2 When the stepping coil is then energized the Contact arm of ygang A of stepping relay SR-Z and also of gang B of the same relay are stepped from their respective contacts A to their respective contacts B on both gangs; thus, eachr time the coil 65 of stepping relay .SR-2 is energized the arms 29 and 66 of each gang will bel stepped up one position. As will be seen, the sole function of the time delay relay TDR-3 is to remove potential across and current through stepping coil 65 during intervals between successive repositionings or steps of arms 29 andv 65 of the stepping relay SR-Z. Thus, current is removed from the stepping coil after each Step so that a subsequent r-e-energization and new step may be made possible. As is seen in FIGURE 2B, wire 67 is a jumper connecting to terminals A and B of gang A of step-ping relay SR-Z. Leads 68, 71, 74, 77, 33, 86, 89 and 92 are respectively connected to terminals B of pilot lights P-11 through P-19, respectively (which are shunted across the respective relays), and also to the coils as shown of relays R-9 through R-17. The remaining sides of each of these relays is connected byy lead 310 to terminal B of cam motor M-d. This common lead 310, common to the sides B of the several relays indicated also connects to the remaining sides of pilot lights P-11 through P-19 by respective leads 70, 67, 73, 72, 76, 75, 79, 78, 82, 81, 85, 84, 83, 87, 90, 91, 94 and 93. The circuitry enclosed within dotted line DL will be included in the system only when there is more than one car which is to be controlled. In such event then there must be one relay (R-9, etc.) per car, each being a relay being of a multiple type capable of switching in the circuits associated with terminals 1-13 of strip TS-3.

It should be mentioned at this juncture that the stepping relay SR-2 (both gangs thereof) are employed only it there is more than one car to be controlled by the system. Thus, the terminals B--J ot each of the gangs A and B of stepping relay SR-Z correspond to different motor vehicles to be actuated by the system.

If, for example, -there is but one car being employed and that this motor vehicle corresponds to position B of stepping relay SR-2. Correspondingly, contact arm 164 will be set at position A of switch S43 so as to close the circuit of coil 107 of stepping relay SR-2 upon the actuation of microswitch MS-S by its associated cam C-S. Accordingly, the closing of microswitch MS-S by cam C-S will actuate the reset coil so Ias to step the arms 29 and `66 back to position A after the last car (here, one car) has been started, after which time the reset circuit will be in open condition since the cam motor IVI-4 will have returned MS-S to open position. Again, it will be seen with respect to stepping relay SR-2 and, in particular, with respect `to reset coil 107 that the circuit of the latter includes coil 167, lead 166, microswitch MS-S, lead 105, switch arm 104 of switch S-13, the selected lead 95, contact arm 66 of gang B of stepping relay SR-2, common lead CL and back through lead 28 to terminal D of the .time delay relay tube TDR-3. Lead 365 is simply a neutral wire, whereas lead 2S is supplied a potential ditterence by being jumpered by lead 27 of terminal D of relay TDR-3 to terminal A thereof whichv comes from terminal 4 of program timer 25'.

.Lead 108 is connected to terminal A of relay RC and (see the dotted line in FIGURE 2B circuit) to terminal 5 of selector switch S-1 in FIGURE 2. Lead 109 is a jumper wire connecting terminals 5 and 7 of switch S-l. (It wil-l be noted that terminals 5 and 7 are on the automatic side of switch S1.) Lead 111B is connected to terminal 1 on the automatic side of switch S-1 and also be terminal bus TB-1 which is hot. Thus, it is seen that terminal bus TB-l becomes hot only when program timer 2S exhibits a closed-circuit condition through contacts 2G and 24. Again, this is through lead 12 from prong B of plug 1t?, through lead 13, switch S3, fuse F-1 to transformer T-1 and from there via lead 16 through switch S-1, through lead 18 to terminal PT-1 and (referring to FIGURE 2B) through the program timer via contacts 20 land 24, through lead 23 and terminals 4 and lead 26 to terminal A of time delay relayy TDR-3, and from this terminal A through lead 30 to switch MS-7, through lead 31 connecting thereto and lead 32 and subsequently .through jumper 33 and 34 and, when relay RC is energized, through lead 108 (see the FIGURE 2B circuit ldotted enclosure in FIGURE 2) to terminal 5 of switch S-1, through this switch and via lead 11i) to terminal bus TIS-1 to render the same hot.

Other high voltage circuits are as follows:

It is seen that when the switch S-1 is on automatic a high voltage will be transmitted through this switch to terminal 1 and will be transmitted therefrom via lead 111 through the normally closed side of switch S-9 to contact A (the contact side) of the normally closed time delay relay TDR-2 (which operates with a delay preceding the opening of the relay).

Turning again to vswitch S-\1 it is seen that the high potential present at terminal 5 of S-1 is transmitted through switch S-1 when the same is on automatic position by jumper 109 and lead 112 to terminal A of MS-2. (This voltage potential lis also supplied from terminal 3 of switch S-l.)

Jumper 35 connects terminals B and D of relay RC. When relay RC is energized the high potential will be transmitted to lead 113 (see now FIGURE 2A) to terminal 6 of terminal strip TS-1 and from there through lead 117 to time delay relay TDR-4.

Returning again to relay RC it is seen that lead 118 is connected to terminal C of this relay. This lead 118 is seen at RC-C in FIGURE 2A and connects to terminal A of relay R-6 to energize this relay. Lead 119 is con' nected to terminal A of relay R-6, proceeds through s witch S-6, becomes lead 12th which proceeds to terminal C of time delay relay TDR-2 to energize this relay.

emesse' Returning again to terminal A of relay lil-6 it will be seen that lead 121 connects thereto and through switch S-d and lead 122 to terminal A of relay R-S which, as will oe seen, operates the exhaust fan. Lead 123 is connected to terminal D of transformer T-ll and to terminal A ol microswitch MS-L From here we go into two circuit paths. Lead 12d connects to terminal .A of microswitch MS-d and to the contact arm 125A of stepping relay SR-L This makes all of these arms MSA-E hot. Stepping relay Sid-l is a rive gang stepping relay as shown. Contact 1 of gang A is connected by lead 126 to contact arm 127 of selector switch S-l. Correspondingly, contacts 2 through 5 of gang A of stepping relay Slt-2 routes to the contact arms 129, 131, 133 and 135', respectively, of selector switch S-Z. Assume new that contact arm 125A is on position 1 and connects with contact 1 of gang A. (Of course all of the other arms 12512-12512 will be in contact with their respective contacts l.) ln this event the circuit will be completed from contact 1 of gang A of Slt-1, through lead 126, arm 127, through contact 1 (this is the selector switch which will be at this time set upon position 1 also) through lead 137 to connect to terminal bus 'TB-l.

Assume now that the selector switch S-2 is set on position 2 as is shown in the drawings. ln this event lead 126 is connected to Contact ll of stepping relay SR-l and is electrically connected through switch arm 127, through contact 2, through jumper 146 to terminal 2 of gang Z and from there through lead 136 to terminal bus "TB-3. Lead 1011 is common to these leads by virtue of the terminal bus "fl-3, and the former leads to time delay relay TDR-1, energizing the same and starting cam motor lvl-1 by virtue of electrical connection thereto through lead 157. This motor starting is produced by virtue of the closing of the upper side of the relay so that lead 156 connected to terminal bus TB-l is in electrical circuit connection with mot-or lvl-1 remaining side of which is connected to a neutral bus hereinafter explained.

Lead S is connected to terminal A of transformer T-l and to terminal A of pilot light P-lil. Lead 159 is connected to terminal A of transformer T-ll and to the contact arm lo@ of gang A of selector switch 8 2. Lead 161 connects to contact `1 of gang A of switch S-Z and to terminal A of pilot light ?-ll. Lead 162 connects to contact 2 of gang A of switch S-Z and to terminal A of pilot light P-Z. Correspondingly, lead 163 is connected to contact 3 of gang A of switch S-Z and to terminal A of pilot light P-. Lead 164 is connected to contact d of gang A of switch S-Z and to terminal A of pilot light P-f. Lead 15d is connected to contact 5 of gang A of switch S-Z and to terminal A of pilot light P-S.

Current hows from terminal A of transformer T-l through lead 15S to terminal A of pilot light l-l t3. This pilot light indicates that the panel is hotf (This current is either 6 or l2 volts, preferably.) At this point it should be mentioned that the purpose for the inclusion of transformers T-l, T-2, and T-Ei is to enable the employment of pilot lights of similar current rating. Depending upon cost considerations and circuit design, these transformers might conceivably be eliminated. lt should be observed at this point that the sole purpose for the inclusion of transformers '111, T-2 and T3 is to provide a reduced voltage for pilot lights P-l through P-S and P-S through P-lt.

Current owing from terminal A or" transformer T-l through lead 159, contact arm ,16u and one of the leads (lol-L65) to the corresponding one of the pilot lights (P-l through P-) indicates which position selector switch 8e2 is set for.

Lead 166 connects to terminal bus 'TB-1 and to terminal A of microswitch MS-L Lead 167 is connected to terminal B of microswitch MS-l and to terminal 9 of .terminal strip TS-l. Lead 168 interconnects via terminals 9 of TS-1 and to the leads 167 and 169, the latter via terminals 9 of terminal strip TS-4. Lead 169 is connected to terminal 9 of plug PL-l. Lead 170 connects to the terminal or pin 9 of plug PL-Z and connects to terminal 9 ot terminal strip TS-S. Lead 171 is conected to terminal 9 of terminal strip "FS-3 and to terminal A of the acceleration solenoid SL-l.

Lead 172 is connected to terminal B (pin #7) of time delay relay TDR-2 and to terminal D of switch 8 9, also to terminal 8 of terminal strip 'TS-1. Lead 174 is connected to terminal of terminal strip TS-l and also to terminal 8 of terminal strip TSI-4. Lead 175 is connected to terminal t5 of terminal strip TS-d and to the terminal or pin #8 of plug PL-l. Lead 176 is connected to the terminal or pin #il of plug PL-Z and to terminal 8 of TS3 and also to terminal A of choke solenoid SL-Z.

lt Will be explained at this point that the solenoids are of conventional design and serve merely to actuate the choke and accelerator of the internal combustion engine of the automobile, being coupled thereto at appropriate carburetor points. When terminal bus TB-ll is hot current flows through lead 1515 to terminal A of microswitch MS-1. Thus, when cam CA-l Vactuates MS- 1 the current will flow through lead 1&7, through terminal 9 of terminal strip TS-It, through lead 168, through terminal 9 of terminal strip TS-fiand lead 159 to the terminal or pin 9 of plug PL-1; also, from terminal or pin 9 of plug PL-Z through lead 170, through terminal 9 of terminal strip TS-3 and lead 171 to the terminal A of the acceleration solenoid SL-l. Lead 172 carries current from terminal B of the normally closed contacts of relay TDR-2, to terminal D of Switch S-9, through lead 173 to terminal d of terminal strip 'TS-1, through lead 17d, through terminal 3 of terminal strip TS-#l and lead 175 to terminal or pin 8 of plug PL-l; then from terminal or pin 3 of plug PL-Z through lead 176i to terminal S of terminal strip 'TS-3, through lead 177 from TS3 to terminal A of the choke solenoid SLf-Z.

Lead 173 connects to terminal B of microswitch MS- 2, and to terminal A of the starter relay R-l. Lead 179 is connected to the starter solenoid and to terminal A of relay 7. Lead 13d is connected to terminal B of relay R7 and also to terminal 5 of terminal strip 'IS-3. Lead 131 is connected to terminal 5 of T S-3 and to the terminal or pin #5 of plug PL-2. Lead 132 is connected to terminal or pin 5 of PL-ll and to terminal S of terminal strip TS-l. Lead 183 is connected to terminal 5 of TS--t and also to terminal 5 of terminal strip TS 1. Lead 184 connects to terminal 5 of 'TS-1 and to terminal C of starter relay R-l.

When starter relay R-4 is energized the circuit is completed to ground or common reference potential through lea-d which is -connected to terminal D of starter relay lit-4 and to terminal B of pilot light P-6. Lead 136 `Ergo connects to terminal B of pilot light P-d and to terminal B of the pilot light P-7. Lead 187 is connected to terminal B of pilot light P-7 and to terminal 1 of terminal strip TS-l. Lead 138 is connected to terminal l of; terminal strip TS-l and also to terminal 1 of terminal strip 'TS-4:. Lead 189 is connected to terminal 1 of terminal strip 'TS-d and also to terminal or pin l of plug PL-l. Lead @il is a continuation of lead 189 and is connected to terminal or pin #l of plug PL-Z and also to terminal 1 of terminal strip TS-S. Lead 191 is connected to terminal 1 of terminal strip "IS-3 and to the frame of the car or grounded side of the battery. (A conventional ground connection is shown at 326.)

Lead 192 is connected to the hot side of the battery and to terminal 4 of terminal strip 'TS-4. Lead 1% connects to terminal d of 'TS-3 to the terminal or pin of plug PL-Z. Lead 194 connects to terminal or pin l of plug PL-1 and to terminal d of terminal strip TS-t. Lead 1% connects to terminal 4 of terminal strip TS- land to terminal 4 of terminal strip TS1. Lead 196 connects to terminal 4 of TSJ. and to terminal D of relay R-6. Lead 197 connects to terminal D of relay R-6 and to terminal D of relay R-S. Lead 198 is connected to terminal C of R-S and to terminal C of relay R-6. Lead 199 is connected toterminal C of relay R-6 and to terminal 7 of terminal `strip 'IS-1. Lead 200 connects to terminal 7 of ter minal strip TS-ll and to terminal 7 of terminal strip TS- 4. Lead 201. connects to terminal 7 of terminal str-ip 'IS-4 and to terminal or pin 7 of plug PL1 via 201. Lead 202 connects to terminal or pin 7 of plug PL-2 and to terminal I of terminal strip 'TS-3. Lead 203 connectsy to the terminal 7 of terminal strip 'TS-3 and to terminal A of thermostat THA. It will be seen that thermostat 'IH-1 is inserted in series with the ignition. Thus, it the engine reaches an unusually high temperature, the thermostat will shut the system off so that the engine becomes inoperative. Lead 204 connects to the hot side of the battery and to terminal B of time de- Ilay relay TDR-4. Lead 205 connects to terminals B and D of time delay relay TDR-4. Lead 206 is connected to terminal A of TDR-4, and D to terminal of relay R-7, and from thence with jumper 207 to terminal F of relay R7. Lead 208 connects from terminal C of TDR-4 to terminal A of the thermostat rl`H-1. Lead 209 connects to terminal B of thermostat TH-l and to the load side of the ignition switch IS.

The current from the automobile battery illustrated in FIGURE 2A flows through lead 192 to terminal 4 of terminal strip TSJ, and from thence through lead 193, through plugs PLw2, PL-1 and leads 194 and 195 t0 terminal 4 of terminal strip TS-4. Likewise, current proceeds from terminal strip 'FS-4 (terminal 4) through lead 196 to terminal D of ignition relay R-6, through lead 197 to terminal D of relay IGS, through its contacts. across terminals C and D of R-S, through lead 198 to terminal C of ignition relay R-d. If either relay R- or R-ti is energized, the current will flow through the contacts of the particular relay Which is energized and back through lead 199, through terminal 7 of terminal strip TS1, through lead 200, through terminal 7 of terminal strip TS-4, through lead 201, through plugs PL-l and PL-Z, through lead 202, through lead 203 to terminal A of thermostat TH-l. Current also flows through lead 204 from the battery (hot side), through lead 204 to terminal B of time delay relay TDR-4, through jumper lead 205 from terminal B to terminal D of relay TDR- 4. When TDR-4 is energized, current will ilow through contacts A and B and contacts C and D thereof, thro-ugh lead 208 to thermostat 'IH-1, also through lead 206 to terminal D of relay R-7 and through jumper Wire 20'? from terminal D to terminal F of R-7. The ignition is completed through lead 209 from the thermostat rI`I-I-1 to the load side of the ignition switch IS.

Lead 210 is connected to terminal C of relay R-7 and to terminal 2 of terminal strip rl`S-3. Lead 211 is connected to terminal 2 of terminal strip 'TS-3 and also to the corresponding terminal pin of plug PL-Z. Lead 212 is connected from this terminal pin of plug PL1 to terminal 2 of terminal strip 'IS-4. Lead 213 is connected to terminal 2 o T844 and to terminal 2 of 'TS-1. Lead 214 is connected from terminal 2i of "PS-1 to terminal A of the pilot light P-e. Lead 215 is connected to terminal E of relay R-7 and to terminal 3 of 'FS-3. Lead 216 is connected to terminal 3 of 'FS-3 and to the corresponding terminal of plug PL-Z. Lead 217 is connected to the corresponding terminal of plug PL-l and to terminal 3 of terminal strip FS-4. Lead 213 is connected to terminal 3 of TS-4 and also to terminal 3 of terminal strip TS-1. Lead 219 is connected to terminal 3 of terminal strip TS-l and also to terminal A of pilot light P-7. Lead 220 is connected to the output of the generator (GEN) and connects to terminal A of choke coil SCC-1. The purpose for the inclusion of choke coil SCC-1 is to help maintain a constant potential from the generator to the coil of relay R-7. Lead 221 is connected to terminal B of, the choke coil SCC-1 and to terminal G of the coil of relay R-7, this coil being shunted by hlter capacitor C.

When the panel is hot and ready to operate, time delay relay TDR-4 will have been energized, and current hows through contacts A and B of time delay relay TDR-4 to terminals D and F of relay R-7. Current is flowing through the contacts across terminals C and D of R-7, through lead 210, through terminal 2 of 'TS-3, lead 2,11 through plugs PL-2 and PL-l, through lead 212 and terminal 2 of terminal strip 'IS-4, through lead 213, through terminal 2 of 'TS-1 and lead 214 to terminal A of pilot light P6, indicating that the engine is not running. (When the starter relay is energized through cam CA-2 and microswitch MS-2, the winding of the starter solenoid is grounded through terminals A and B of relay RJ and the contacts (shown connected) across terminals C and D of relay RJ11.)

Lead 222 is connected to the terminal bus 'FB-1 and to terminal A of fuse F-4. Lead 223 is connected to terminal B of fuse P4 and also to terminal D of relay R-5. Lead 224 connects to terminal C of R-5 andl to terminal B oli transformer T-3. Lead 22S connects to terminal C of relay R-S and to terminal 15 of terminal strip TS-1. Lead 226 connects to terminal 15 of terminal strip 'TS-1 and also to terminal 15 of terminal strip 'IS-4. Lead 227 connects to this terminal 15 and proceeds to connect to the exhaust fan mounted in the garage, isnce the exhaust fan yconnects to terminals 15 and 16 of terminal strip TS4.

Current is picked up at terminal bus TB-1 and flows through lead 222, through fuse F-4, and through lead 223, through the contacts across C and D of relay R-S (when energized), through lead 224 to terminal B of transformer 'l`-3. Returning now to terminal C of relay R-S it it seen that another lead (225.) carries current to terminal 15 of 'TS-1. The current then Hows to lead 226 from IS-1 and to terminal 15 of TS-4. Lead 227 represents the hot lead to the fan motor.

Lead 228 is connected to terminal A of micro-switch IMS-4, and to terminal A of micro-swtich MS-S. Lead 229 is connected to terminal B oi MS3 and to terminal A of the stepping coil 230. Lead 231 is a jumper Wire that connects to contact #2 of gang E of the stepping relay SR-l and also to contact #3 on gang D of SR-l. Lead 232 connects to contact 3 on gang D and to contact #4 on gang C of stepping relay RS-1. Lead 233 connects to contact 4 on gang C and to contact 5 on gang B of SR-1. Lead 234 connects to contact 5- on gang B and to contact 6 on gang A of SR1. Lead 235 connects to contact 6 on gang A and also to terminal B of the time delay relay TDR-1. Lead 236 connects to terminal D of TDR-1 and to terminal A of cam motor lvl-2. Lead 237 connects to terminal A of the reset coil of SR-l and also connects to terminal B of the microswitch NIS-4.

Lead 239 connects to terminal 4 of terminal strip 'TS-1 and also to terminal 13 of TS-ll. Lead 240 connects to terminal 13 of 'TS-1 (the same terminal as connected to lead 239) and also connects to terminal A of the tachometer (tach-1). Lead 241 connects to terminal B of tach-1 and also to terminal 1 of 'TS-1. (Lead 241 constitutes the ground Wire for the tachometer tach-1.) Lead 242 connects to terminal C of tach-1 and to terminal 14 of terminal strip TS-l. Lead 243 connects to terminal 14 of TS-1 and also to terminal 14 of 'IS-4. Lead 244 connects to terminal 14 of 'TS-4 and to the associated terminal pin 14 of plug Pls-1. Lead 245 connects to terminal pin 14 of plug PL-2 and to terminal 14 of TS3. Lead 2.46 connects to terminal 14 of TS-3 and to the automobiles distributor breaker points (indicated but not shown).

The tachometer (tach-1) receives its power from terminal 4 of 'TS-1 through lead 239 and lead 240. Lead 'envases 9 241 is the ground for the tachometer and is connected to terminal ll of TS-l. Lead 242, lead 243, lead 244, and leads 24.45 and 246 supply the pulsing current from the breaker points of the distributor of the car to the tachometer.

Lead 247 connects to terminal 4 ot "ES-1 and to terminal B of the rheostat contact arm 248. Lead 250 connects to terminal C of resistance winding 249 of rheostat RC and connects to terminal B of switch S-ll. Lead 251i connects to terminal B of S-lll and to terminal B of switch Q42. Lead 252 connects to terminal A of S-ll and to terminal lll of TS-ll. Lead 253 connects to terminal ltl of 'IS-l and also to terminal l0 of 'TS-4. Lead 254 connects to terminal l@ of RS-d and to the related terminal or pin of plug PL-l. Lead 255 connects to the corresponding terminal of plug PL-Z and to terminal lil of TGS-3. Lead 256 connects to terminal l@ of terminal strip 'LS-3 and to terminal A of microswitch MS-fi. Lead 257 connects to terminal B of lviS-S and to terminal F of the motor M-. Lead S connects to terminal A of S-llZ of push-button switch S-ll and to terminal l2 of terminal strip TS-l, Lead 2539 connects to terminal l2 of TS-ll and to terminal l2 of terminal strip TS-l. Lead 260 connects to terminal 2 of TS-d and to the associated terminal or pin of plug PL-l. Lead 216i connects to the corresponding pin 12 of PL-Z and to terminal l2 of TS-3. Lead 262 connects to terminal l2 of TS3 and to terminal A of microswitch MS-o. Lead 263 connects to terminal B of microswitch MS- and to terminal R of motor lvl-3. Lead 264 connects to terminal R o M-3 and to terminal D of microswitch MS-ti. Lead 265 connects to terminal C of microswitch MS-6 and to terminal E of the time delay relay TDR-d. Lead 26d is connected to terminal F of TDR-l and to terminal d of terminal strip 'IS-3.

Lead 2&7 is connected to terminal C of transformer T-Z and to terminal A of pilot light P-S. Lead 268 is connected to terminal B of P-S and to terminal D of transformer T-Z. When the transformer is energized, the pilot light P-l will come on. P- indicates when the pre-heaters PH-l through PPI-4 are on. (Head bolt heater H-S is also in this latter circuit.)

Lead 259 connects to terminal C of transformer T- and to terminal A of pilot light P9. Lead 275B is connected to terminal B of P and also to terminal D of transformer T-B. P-Q indicates when the exhaust fan is on, and will come on when transformer T-3 is energized.

Lead 27l is connected to terminal 2 of the selector switch Sl and to terminal C of S-9. Lead 272 is conu nected to terminal C of switch S-9 and to terminal B of relay llt-. Lead 2173 is connected to terminal t of switch S-l and to terminal B of switch S-S. Lead 274 is connected to terminal A of S- and to terminal B of microswiteh MS-ll. Lead 2,75 is connected to terminal d of S-ll and to terminal A of switch Sell). Lead 276 is connected to terminal B of S-lltl and to terminal A of the reset coil 233 of stepping relay Sli-ll. Lead 277 connects to terminal C of relay R-l and to terminal B of switch S-7. Lead 27S is connected to terminal A of S-7 and D of relay R45.

lt should he noted at this point that when switch S-9 is pressed, closing the contacts across terminals C and D, the contacts across terminals A and B are broken. rl`his is to prevent a feed back through lead 172 which would otherwise start the automatic circuits. (The return path for feedback would include terminals A and B of S9 and lead lll-to terminal l of switch S-l.)

Lead 279 connects to prong A of plug lil and to terminal i6 of terminal strip TS-l. Lead 25@ is connected to terminal lo of terminal strip TS-l and to the terminal bus 'IB-ft which, like TB-l, is a copper bus drilled and tapped for several screw terminals, this to connect the several leads in common to one lead, i.e. 23d. Lead 281 is connected to terminal hns 'LB-2 and to terminal C of transformer T-l. Lead 282 is connected to` terminal C of transformer T-l and to terminal PT-2 of the program timer PT. Lead 283 is connected to terminal PT-Z and to terminal B of relay R-o. Lead 284 is connected to terminal B of relay Fwd andto terminal A of transformer rl. Lead 285 connects to terminal bus TB2 and to terminal D (or pin 2.) of time delay relay tube TDR-2. Lead 28d is connected to terminal bus TB-Z and to terminal B of relay R-d. Lead 2d? is connected to terminal B of R-land to terminal A of relay R8. Lead is connected to terminal bus 'EB-Z and to terminal B of relay l-S. Lead 289 is connected to TB-Z and to cam motor Mt at terminal B. Lead 291i is connected to terminal bus TB-Z and to terminal B of time delay relay TDRel. Lead 291 is connected to terminal bus TB-2 and to terminal E ot the reset coil 238. Lead 292i is connected to terminal B of the reset coil 233 and to terminal B of stepping coil 23d of stepping relay SR-. Lead 293 is connected to terminal bus TB-2 and to terminal B ot cam motor M-. Lead 29d is connected to terminal la of terminal strip 'ITS-l and to terminal lo of terminal strip TSM/l. Lead 2% connects to terminal lo of terminal strip TS-land to the associated terminal of plug PL-l. Lead connects to related terminal of PL-Z and to terminal lid of 'YS-3. Lead 297 is connected to terminal ld of terminal strip TS-S and to terminal B of the choisie solenoid SL-Z. Lead 293 is connected to terminal B of the choke solenoid SL-2 and to terminal B of the accelerator solenoid SL-Ll. Lead is connected to terminal B of the accelerators solenoid SL-ll and to terminal H of the time delay relay TDR-l. Lead 3d@ represents a neutral to the exhaust fan and connects to terminal le of TS-d.

Going back to terminal PT-Z of the program timer: lead Silit connects to terminal PT-Z and to terminal B of the timer motor 22. Lead 302 is a jumper wire between PT-Z and terminal 3 of the program timer. Lead 3dS connects to terminal 3 of program timer 25 and terminal B of time delay relay TDR-3. Lead Edd is connected to terminal B of TDR-3 and to terminal B of stepping coil 65 of stepping relay SFr-2. Lead 3dS is connected to terminal B of the stepping coil 65 and to terminal B of the reset coil lil?. Lead 305 is connected to terminal B of TDR-3 and to terminal B of cam motor lVL-d. Lead 3&7 is connected to terminal B of M-d and to terminal C of relay RA. Lead 3tlg connects to terminal C of relay R-A and to terminal B or" relay RB. Lead 399 is connectedy to terminal B of relay lli-B and to terminal F of relay RC. Lead dit? is connected to terminal B of motor l\/i4 and to terminal A of relay R-9. Lead Ell connects from terminal A of relay R-9 to terminal A of relay R-ttl- Lead 312 connects to terminal A of relay R-fttl to terminal A of relay R-li. Lead 313 is connected from terminal A of R-ll to terminal A of relay lib-12;. Lead 3M is connected from terminal A of relay R-iZ to terminal A of relay R-l. Lead 3dS is connected from terminal A of relay R-S to terminal A of relay R-ld. Lead 3io is connected to terminal A of relay R-ld to terminal A of relay R-l. Lead 317 is connected to terminal A of relay R-l to terminal A of relay lli-i6. Lead 31S is connected from terminal A of relay R-lo to terminal A of relay R-t'l.

The preceding indicates all of the neutral leads to the several parts of the automatic starter circuit.

The following circuit comprises the low voltage neutral circuit ot the system. Lead El@ is connected 'to terminal B of the transformer T-l and to terminal B of light P-lld. Lead 32@ is connected to terminal B of transformer T-l and to terminal B of pilot light Pe. Leads 321, 322, 323 and 32d are jumper wires connected from terminal B to terminal B or" the respective pilot lights P-l, P-2, P-S, P-d and P-S. Lead 327 is connected to terminal G of motor Ms and to terminal l of terminal strip TS-Fz. This serves as a ground for motor M-S. Lead 325 is connected to terminal H of relay RJ] and to the ground of the side of the battery or trame of the car as indicated by lead 326. Capacitor C is placed across coil R-7 to help smooth the ripple of the D C. current. Leads 328 and 329 connect switches S-14 and S-15 as shown.

When the operator sets the system to manual (by pushing down upon the control C of S-1 so that terminals 2. and 6 and 4 and 8 are connected) and then proceeds to turn on the pre-heater circuit by closing switch PH found on the main panel, this in eiiect connects the terminal RA-A and RA-B so as to complete the circuit between lead 43 and lead 42. This puts the pre-heaters (labeled as such) with head heater HH directly across leads 40 and 53 of plug 11 in FIGURE 2. When it is desired to disconnect the preheaters from the circuit, switch PH is opened. At the same time manual ignition relay R-S will be energized through S-1 so as to complete the battery (BAT) circuit to the ignition switch IS.

At -this point the operator will depress one or more times the push button switch S-S which is the accelerator button. This serves to introduce a certain amount of gas vapor into the engine manifold of the automobile to be started. Depression of switch S-S connects terminals A and B thereof. Thus, the accelerator solenoid SL-l in FIGURE 2A is placed directly across plug 1Q. (This circuit includes, starting from plug 16, leads 12 and 13, switch S-3 which is a master switch and now closed, lead 1d, fuse 1?-1, loads 15, 16, and switch S-l; through lead 273, through accelerator switch S48, Athrough leads 27d, 168, 17d, and terminal 9 of terminal strip T83 directly to the accelerator solenoid Slo-1, and from thence through leads 293, 297, 295, 295 and 294 to terminal 16 of terminal strip 'TS-1 and from thence back to plug 16.) After the accelerator solenoid has been actuated two or three times the Operator is now ready to depress start switch S-7 in FIGURE 2. De- `pression of this start switch starts the engine of the car. This circuit is as follows: from starter solenoid SL-ES and battery cable BC (both existing equipment to the hot side of the existing battery at lead 192; the ground side of the starter solenoid SL-3 including lead 179, through contacts A and B of relay R-7, through lead 18d to terminal 5 of TS-3 and from thence through lead 181, the terminal strip 'TS-4, up lead 183 `.and lead 184 to start button S-7 via lead 277, and from the start button S-7 through lead 278, through leads 185, 136 and 187 to terminal 1 of TS-1 and from there through lead L38, lead 189 and lead 190 and also lead 191 to ground at 326 in FIGURE 2A. Thus, the start switch S-7 simply serves to impress the battery ground of the circuit (i.e. that existing at the frame of the car) upon starter solenoid Sie-3. Hence, start switch S-7 is merely in series between this ground and the starter solenoid of the car.

`When the car is started by start button S-7, the operator then may accelerate the car by actuation of SE in a manner heretofore described.

The idling of the car will next be considered. Terminal G of motor M-3 is a ground return terminal. Terminals F and R are the forward and reverse lead terminals for the motor. The output (line 360) of motor lvl-3 is used for a carburator adjustment. This mechanism may include simple spur gear 301 having an arm 302 which is linked at 363 to actuate the carburator idling adjustment 304. MS-d is a double pole single throw microswitch both sets of contacts of which are normally closed. Correspondingly, MS-S is a single pole single throw switch and is normally closed. Thus, if motor lvl-3 were to travel too far in the forward direction Yso as to incre-ase the idling speed excessively, MS-S would open; correspondingly, if motor M-3 were to travel too far in the reverse direction So that idling were to be too slow, MS-6 would open.

It should be understood at this point that MS-3 is mounted within the automobile proper. If lthe automobile is idling at a normal rate of speed, then the operator need not be concerned with idling controls S-ll and S-12.

Suppose now that the automobile is idling too slow and it is desirous to increase the idling speed. In this event the operator will depress the momentary contact switch S-ll. This connects lead 252 with lead 250` and rheostat 249. (Rheostat 249 simply adjusts the rate of increase or decrease by regulating ourrent ow through the motor M-3.) From rheostat 249 we go through lead 247 to terminals 4 of TS-l and from there through lead 195, through terminals 4 of TS-4 to 193 of FIGURE 2A and from thence through terminals 4 of TS-3 to the hot side of the automobile battery. Returning to switch S-11 it is found that the remaining portion of the circuit is traced through lead 252 to terminals 10 of terminal strip TS-i and from there through yterminals 10 of TS4 and TS-3 to lead 256 to terminal A of microswitch MS-S which serves as a limit switch. It has been explained heretofore that this switch is normally closed and, in being so, the circuit is completed to terminal F of motor M-3. The remaining circuitry associated with the reduced speed idling control (switch S-12) may be traced from the automobile battery to terminal R of motor M-3. Again, the associated microswitch (this time MS-) is normally closed and is inserted in series Ibetween the reduced speed idling control (switch S-12) and terminal R. Conceivably but one set of contacts need be employed in connection with MS-6. However, there are two sets of contacts used and one set is connected through contacts E and F of TDR-4; thus, when the system is on automatic and the driver is removing the plug of the system from the automobile, this second set of contacts MS-6 serves -to connect the motor lvl-3 to the battery of the car (through lead 264 connected to terminal R) so that the motor will be operative to reduce the idling of the car to that point at which MS-6 will open.

The remaining two circuits to be considered on the manual side are the fan circuit and the choke circuit, if used. The exhaust fan will normally be mounted in the interior of the garage housing the vehicles. In manual operation the fan must be turned on by the operator simply closing switch FS (which shorts by L1 and L2 the leads 15 and 225) on the control panel so as to short across terminals C and D of the exhaust fan relay R-S.

With .regard to the choke circuit (for use when the motor vehicle is not equipped with an automatic choke) the switch S-9 is provided and is a push button switch which, when depressed, disconnects the automatic side of the choke circuit and in turn shorts contacts C and D Vso as to place the choke solenoid SL-2 in FIGURE 2A directly across line voltage appearing at terminals 16 and 19 of TS-1 and leads 12 and 279 of plug 10.

It should be noted in passing that the tachometer TACH will be effective to indicate rpm. of the vehicle engine whether the system is on manual or on automatic.

If the system when o n manual control is to be used in a multi-car operation, then the circuit of FIGURE 2D will be supplied (with the appropriate number of relays R-9 through R-17 and the appropriate number of control sub-panels CSP-1, CSP-2, and so forth). Then, relay SLR-2 may be stepped by the selective, manual depression by switch S-14- This will step the system from one car to the next. To reset the system the reset button S-15 is depressed.

The automatic side of the system will now be discussed. It will be assumed that the system will be used to start two motor vehicles sequentially. For this operation selector switch S-1 will be set for automatic position (i.e. control C will be urged upwardly so that contacts 1 and 5 and contacts 3 and 7 are respectively shorted by arms X and Y of control C). Also, main switch S-3 will be closed and, since we have two cars involved, S-13 will be positioned on position B (the second position). The multicar circuit DL is included in the system. Pre-heater switch S-S is manually closed, fan switch S4 will be closed, and, assuming that we need a choke control, switch aos/ases S-6 will be closed. It it is assumed that two cycles or" acceleration are required for each car (hereinafter explained) then selector switch SJ. will be set to position 2 as illustrated in FIGURE 2. The subpanels CSP-ll and CSP-2 associated with the main panels shown in FGURE 2 will also have their respective choke, fan and preheater switches closed if it is assumed that all three operations are desired for the two Vehicles connected to the cables W-l and W-Z in FEGURE 2D.

The program timer will be set to put the system into operation say 6:00 ocloclt am. The time of course may be selected as desired by the user. Also, the program timer may be set so -that 'the second car will be started say one hour later, i.e. 7:00 ocloclr am. rt'hese times are arbitrary and may be selected by the operator as desired.

it is assumed that all of the abovementioned switches have been closed and that now the program timer 25 reaches the time 6:00 ocloot am. which operates to close contacts 2d and 2d. Leads i3 and 232 are connected across the motor 22 and, by tracing the circuit, one sees that these leads are coupled to plug il@ of the system. When the contacts 2t) and Zd come in contact at the predetermined time (e.g. 6:00 oclock p.m.), current is supplied by a lead i9 through contacts 2@ and 2.13, through lead 23 and terminals l and lead 155 to terminal A of time delay relay tube TDR-3. From this terminal A current is supplied, and will be seen by tracing the circuit, to motor M-4 and relays R-A, R-B and R-C in EEG URE 2B.

The operation of motor lvl-4 will iirst be considered. Microswitch MSJI is normally closed and will remain closed for a predetermined period, say 45 minutes, until the cam C-7 associated therewith opens this circuit. MSJI is in series with the pre-heater circuit of the system. it will be noted at the outset that RA is the pre-heater relay of the system and, since switch S-S is closed, will be energized. This is because relay RB is energized and closes contacts E and F of this relay. Thus, the circuit is completed from terminal A of motor IVI-4, through contacts E and F of relay RB, back through switch S-S to terminal D of relay RA. (lt is seen that terminal A of motor lvl-i is connected to terminal A of microswitch MS-'' which is in turn connected to the hot lead of the system.) Now, the closing of contacts B and A of relay RA, owing to the energization of relay RA by the closing of relay RB, will complete the pre-heater circuit which stems from leads i2 and 43 and respective terminals RA-B and RA-A, through the associated terminals in FEGURE 2, back through the FIGURE 2 circuit to leads il@ and Ztl of plug lill. lt will be seen that tracing this circuit through the input plug il will be directly connected to leads and 58 of FIGURE 2A.

Motor M-d may be designed to rotate one revolution per hour through an appropriate, gear reduction mechanism. At the same time that motor lvl-4 is energized it will be seen that, since power is supplied terminal A of relay TDR-3, tube TDR-3 will commence to heat. The contacts C of TDR-3 are normally closed and will remain so for a short period of time, say two seconds, at which time they will open. While time delay relay tube TDR-3 is warming up and the contacts C are closed, current will be supplied to stepping coil 65 so as to step arms 29 and 66 from position A (zero position) to position E (i.e., the car #l position). Once this step is taken, the contacts C will open after a pre-determined time interval so as to remove current from the stepping coil 65. This prevents this coil from burning out or otherwise being affected by the current which would otherwise continue to flow therethrough.

After the 45 minutes is past and cam C-' of motor lith-4 reaches a position that microswitch MS-'7 is opened, and current is removed from the pre-heater circuit (since MS-'7 is in series with relay RB which energizes the preheater relay RA) so as to remove current from the prelfll heater circuit which includes the pre-heaters (labeled as such) and head bolt HH illustrated in FIGURE 2A.

At some interval during the last l5 minutes of this one hour cycle, microswitch MS-S, which is normally open, will be closed by its cam C-ti. Now cam C- is so designed that it will momentarily close microswitch MES-S at the end of this rst hour interval which will serve to energize reset coil lltl' of stepping relay SR-2, provided that the circuit is completed through S-l and gang B of stepping relay SR-Z. (it will be noted now that position A of gang B of Sli-2 is at zero position whereas positions B and C correspond to cars l and 2 in the system.) Since, by hypothesis, if a twocar system is employed, switch arm 1dr?, will be set at position B of switch S-lS; further, it will be noted that the reset coil circuit lil? will be completed only when arm ed has been set to position C. However, since in the present instance only the iirst car is being started, arm will be at position B so that there will be no completion of the circuit through reset coil lil?. The reset coil circuit will now be traced starting from neutral lead 252 in FIGURE 2A and leading from there through terminals 3, lead 3&3 to terminal B of TDR-3 and from there through lead 36d and lead to reset coil "167, and from terminal A thereof through lead litio; the hot side of the circuit through MS-d and lead th', through switch S1 and gang B of SRA, through lead 2d and jumper 2i' to the hot terminal A at tube TDR-3.

It will be noted at this point the arm 2i? of gang A of switch SR-Z will be at position E so as to energize relay R-9 and pilot light P-llll as shown in FEGURE 2B and also FlGURE 2D. This closes the several contacts from the left hand side of PlGURE 2D as associated with relay R-9, thereby completing terminals l-ls of the terminal strip TSJE (which may he considered as equivalent to a junction box) to the cable W-l, directed toward its respective automobile via respective plugs PL-ll and PL-2 in FIGURES 2A and 2C. (lt will be noted that, since it is assumed desired to operate the choke, ian and preheater circuits, the choke, fan and PH switches of sub panel CSP-l and subpanel CSP-2 will be closed.)

lt has been heretofore explained that after this iirst 45 minute interval, relay RB will become cle-energized, thereby opening contacts E and F and also closing contacts D and C thereof. rl`his operation energizes relay RC so as to close the contacts across terminals A and B and terminals C and D of relay RC. The energization of relay RC supplies current to time delay relay TDR-4 in FIGURE 2A, to terminals 5 and 7 of switch S-l, Sends current to relay R-, to choke control, time delay relay TDR-2, and to hot terminal bus T13-1 through switch S-l.. Likewise, exhaust fan relay R-S is similarly energized through switch S-i. Thus, the closing of relay RC supplies current to leads ll, H3 and i155 in FiGURE 2B. Lead MPS, as will be seen in FIGURE 2, is connected to terminals 5 and 7 of switch S-l. Lead 113 may be traced to terminal G of time delay relay TDR-fi. Lead M8 may be traced to ignition relay R-li and through switch S-o to terminal C of time delay relay TDR-2. Likewise, current is supplied from terminal A of relay R-o to the exhaust fan relay R-S. Also, since switch S-l is set to automatic position, current from terminal 'S shunts across this switch to terminal l thereof and from lead llltl is sent to terminal bus TB-l which is the hot bus. Finally, lead lill comes from terminal l of switch S-l and, being hot, routes current through switch S-9, through the normally closed contacts (A and B) thereof, to terminal A of choke control time delay relay TDR-2.

It will be recalled that terminal D of the transformer "lll is a constantly hot terminal. Lead 123 routes from terminal D of transformer T-ll and is connected directly to terminal A of microswitch MS-l. From terminal A we proceed from one side of microswitch MS-l through lead i2@ to arms l25A, 25l3, HEC and MSD and 1251i of the live-gang stepping relay SR-ll in FIGURE 2. All of the contact arms MSA through lZSB will be set on aoc/seat position 1 initially. These are the normal rest contacts. Current will thus be fed through contact arm 125A to lead 126 which is connected to contact 1 of gang A and from there through contact arm 127, through contact 2, through contact 2 of gang 1 and lead 146, through lead 136 and terminal bus Fl`B-3, through lead 141 to time delay relay TDR-1, and back from TDR-1 to the neutral bus TB-2 via lead 19t). Thus, TDR-1 is energized after a predetermined time interval so as to close contacts A and B of TDR-1 and open contacts C and D thereof. Since relay RC is energized, current will be iiowing from this circuit, which includes terminals 1 and 5 of switch S-1, and through lead 11i) to rl`B-1 which is now hot and from there proceeds through contacts A and B of TDR-1 to terminal A of motor M1. Since terminal B of M-1 is maintained at ground potential through terminal bus TB-Z, this motor starts to rotate. Motor M-ll may be designed, for example, to the rate of one revolution per minute. As motor lvl-1 is turning, cam CA-1 actuatcs the acceleration solenoid through microswitch MS1. This circuit is as follows: the hot side of the circuit proceeds from terminal bus TB-1, through lead 161, through lead 156 and microswitch NIS-1, through lead 167 and terminal 9 of TS-1, and eventually through terminal 9 of Tl-3 to the acelerator solenoid SL-1, with the neutral side at terminal B of the accelerator solenoid SL-1 being completed through terminal 16 of TS-3 and terminal 16 of TS1. Cam CA-1 may have several places on its periphery causing closing of microswitch MS-l so that, for one discrete cycle of motor M-1 the accelerator solenoid may be energized one, two, three or more times. It should be kept in mind, however, that the position of selector switch S-Z will determine the number of revolutions (Le. cycles) of motor M-1 and hence the total number (summation) of acceleration cycles during a particular operating sequence. ln a physical sense, after the cam rises of `CA-1 associated with cam motor M-1 there will be a cam rise on cam CA-Z for the purpose of closing MS-Z. Closing of MS-Z completes the circuitto the starter relay R-4 which includes (from the reverse direction) lead 17S connecting to terminal B of MS-Z, through MS-2 to lead 112 and terminal 3 of S-1 which is connected to the hot terminal 5 by jumper wire 109, This circuit merely completes the circuit to ground of starter solenoid SL-3. This ground circuit consists of lead 179 in FIGURE 2A, contacts A and B of relay R-7 and lead 180 to terminal 5 of 'IS-3, via terminal 5 of TS-l to terminal C of relay R-4. From terminal C connection may be established through terminal D of relay lli-4 thro-ugh 135 leads 135 and 187 to terminal 1 of TS-1 and from terminal 1 to ground 325 of the automobile battery. Thus, the starter solenoid circuit merely is completed to ground by the actuation of microswitch MS-2. The positive side of the solenoid is directly connected, as may be traced, to the positive side of the automobile battery at 192.

At this point the engine has started. (Digressing a moment, it will be observed that there are two ignition relays, R-6 and R-i. R-6 is for the automatic side of the system whereas R-S is for the manual side. R-6 is energized so as to close the ignition circuit through lead 11S 4when relay RC is energized.) The cams will be so arranged so that after the starting is completed as provided for by the actuation of microswitch NIS-2 the cam CA-l will begin a new acceleration.

A positioning of selector switch S-Z will determine the number of cycles that motor M-1 will make. Since the selector switch is shown in position 2, it will follow that the motor M-1 will make two revolutions.

When one revolution (or within a degree or two of same) has been made by motor M-1, cam CA-3 by virtue of its design will actuate microswitch MS-3 so as to close contacts A and B thereof which in turn completes the circuit of the stepping coil 23? to the hot terminal bus TB-1 at terminal A of microswitch MS-. This causes the live-gang stepping relay SR-1 to step from position 1 to position 2. Now selector switch S-Z is set for position 2 so that after the second cycle of acceleration points as provided with M-1, stepping coil 32@ will again step one so as to place the arms 125A- 125E on position 3.

At this point it is understood that when the tive gangs of contact arms 12SA-1Z5E are on the next position (which is position 3) the current will be interrupted through selector switch S-2 since there is no contact between arm 13S and contact 3 of gang 3 of this switch. This interrupts current Illow through r.FB-3 soas to de; energize the relay TDR-1. After the slight delay (2 or 3 seconds) the motor lvl-1 will shut ott. The purpose for the delay of TDR-1 is to permit the motor M-1 and its shaft to position itself appropriately so that, when again used for the second car, the system will start in proper sequence, eg. acceleration will be possible prior to starting of the car.

At this point it is noted that the contact arms 125A- 125E are still at position 3. Thus, current is flowing through the contact arm 125D back from terminal 3 thereof through leads 232, 233, 234 and 235, through contacts C and D and lead 236 to terminal A of motor M-Z. The neutral of terminal B of lvl-2 is completed back to terminal bus 'FB-2 via lead 293. Accordingly, the motor TV1-2 turns cam CA-d so as to close microswitch MS-4 which in turn energizes the reset coil 233 via lead 237 and lead 291 to the neutral bus T13-2. A ccordingly, the stepping relay SR-1 is set back to position 1. The stepping back removes the co-ntact arm 125D from position 3 and in turn stops the motor M-2.

It will be recalled that the exhaust fan relay R-S has been energized so as to supply current to the exhaust fan (see FIGURE 2) which is mounted in the garage to remove carbon monoxide from the area therefrom. The exhaust fan circuit is as follows. The power derived from TB-l is conducted through lead 222 of fuse F-4 and lead 223 to terminal D of the Aexhaust fan relay R-S, and from there through terminal C of this relay, through lead 225 to terminal 15 of TS-1, TS-4 and from there to the exhaust fan. A ground return is supplied via lead 360 to terminal 16 of TCS-4 and TS-ll.

With respect to the choke control relay TDR-2, the contacts A and B are normally closed and power is supplied terminal A as soon as relay RC has energized (hereinbefore mentioned). This relay will open at approximately seconds so as to interrupt the circuit to the choke solenoid SL-Z in FIGURE 2A. This circuit includes lead 177 in FIGURE 2A to terminal 8 of terminal strips TS-3, TS-i, through the circuit of FIG- URE 2D to TS4, through the choke switch of subpanel CSP-1 and from there from terminal 8 of TS-4, through terminal A of TS-1, through leads 173 and 172 to terminal B. Terminal A of TDR-2 is connected through 111A and switch S-9 (which is normally closed), through lead 111 to terminal 1 of switch S-ll and to terminal 5 of switch S-1 which is hot. Thus, it is seen that this circuit is interrupted by switch S-9. it should be mentioned in passing that the choke control relay TDR-2 will remain heated until the program timer 25 disconnected power from the system. (It should be recalled that the choke control circuit will only be used where the automobile is not itself supplied with an automatic choke.)

As described in the manual operation of the system, the tachometer and the fast and slow idling controls S-ll and S12 are still operative; however, these latter controls will have to be operated manually if there should be an idling adjustment required.

If for any reason it is desired to set the stepping relay Slt-1 back to positioning 1, this can be accomplished by the manual depression reset button S-10. Switch S-ltiv merely shunts the reset coil 238 across power of plug 10. This may be desirous when several (motor) cycles of acceleration have been set for by the panel and yet it is desired to vary the number of cycles for one reason or another. Reset button S- may be desirable in many situations, particularly where there may likely be a failure of reset coil 238 or of motor lvl-2; the reset button 10 may be deleted if considered desirable.

The program timer 25 is designed so that when contacts 20 and 24 do make contact they will remain in this condition for a period of time, say one hour. At this time the contacts will open and the system will be completely dormant.

Suppose now that the program timer is set for the second car to be energized at 7:00 oclock a.m. or per` haps a minute or two afterwards. In this event the contacts 20 and 24 will close at the appointed time and stepping coil 65 will be energized to step arms 29 and 66 of gangs A and B of SR-Z to position C, and the same automatic operation will transpire, but this time relay R-lt) of FIGURE 2B and FIGURE 2D can energize so as to close the appropriate set of contacts leading to the cable associated with the second automobile. The steps hereinbefore described will then be taken by the system. Again, switch S-13 is set for the number of cars that are to be operated. Accordingly, arm 104 will set at position B where we have two cars in operation. Arms Z9 and 66 will be at position C when the program timer reaches the 7:00 oclock am. (or shortly after), the present time for the second car. This completes the circuit through gang B of SR-Z and thro-ugh switch S-13 to microswitch MS-S so that the cam C-8 will operate to close MS-S and to complete the circuit through lead 106 to reset coil 107 to actuate this reset coil which, in turn, will return the switch arms 29 and 26 back to position A. Thus, after the program timer contacts 20 and 24 have remained closed for this second starting, the system will be completely dormant.

While particular embodiments of the present invention have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from this invention in its broader aspects, and, therefore, the aim in the appended claims is to cover all such changes and modifications as fall within the true spirit and scope of this invention.

I claim:

1. An internal combustion engine including starting and acceleration controls; and in combination therewith, apparatus for automatically starting and warming up said engine, said apparatus comprising electrical circuit means including switch and cam motor means coupled to said controls for remotely actuating said controls in a desired sequence, said electrical circuit means also including means, including manually operable selector switch means, for selecting a desired number of acceleration cycles through which said engine is to be put, and means for supplying electrical power to said electrical circuit means at selected times, and wherein said selecting means comprises means, including manually operable selector switch means, for selecting the number of acceleration, pumping cycles through which said engine shall be put, both before and after starting thereof.

2. A multiplicity of internal combustion engines each including starting and acceleration controls; and in combination therewith, apparatus for automatically starting sequentially said engines by remote control, said apparatus comprising electrical circuit means including switch means and cam motor means coupled to said controls for remotely actuating sequentially said controls of said engines sequentially, and single program timer means for supplying electrical power to said electrical circuit means at selected times.

References Cited in the file of this patent UNITED STATES PATENTS 1,269,637 Olmsted June 18, 1918 2,251,630y Loeiiler et al. Aug. 5, 1941 2,569,332 Perkins Sept. 25, 1951 2,592,945 Odell Apr. 15, 1952 2,707,463 Booth May 3, 1955 2,739,247 Pope Mar. 20, 1956 2,748,759 Schiffer June 5, 1956 2,791,699 Taylor May 7, 1957 2,873,382 Herring Feb. l0, 1959 2,934,055 Kennedy Apr. 26, 1960 2,936,348 Adcox May 10, 1960 

1. AN INTERNAL COMBUSTION ENGINE INCLUDING STARTING AND ACCELERATION CONTROLS; AND IN COMBINATION THEREWITH, APPARATUS FOR AUTOMATICALLY STARTING AND WARMING UP SAID ENGINE, SAID APPARATUS COMPRISING ELECTRICAL CIRCUIT MEANS INCLUDING SWITCH AND CAM MOTOR MEANS COUPLED TO SAID CONTROLS FOR REMOTELY ACTUATING SAID CONTROLS IN A DESIRED SEQUENCE, SAID ELECTRICAL CIRCUIT MEANS ALSO INCLUDING MEANS, INCLUDING MANUALLY OPERABLE SELECTOR SWITCH MEANS, FOR SELECTING A DESIRED NUMBER OF ACCELERATION CYCLES THROUGH WHICH SAID ENGINE IS TO BE PUT, AND MEANS FOR SUPPLYING ELECTRICAL POWER TO SAID ELECTRICAL CIRCUIT MEANS AT SELECTED TIMES, AND WHEREIN SAID SELECTING MEANS COMPRISES MEANS, INCLUDING MANUALLY OPERABLE SELECTOR SWITCH MEANS, FOR SELECTING THE NUMBER OF ACCELERATION, PUMPING CYCLES THROUGH WHICH SAID ENGINE SHALL BE PUT, BOTH BEFORE AND AFTER STARTING THEREOF. 